Railway-switch



(No mow.) 2 Sheets-Shet 1.

D. TRACY.

RAILWAY SWITGH. No. 249,423. Patented Nqv. 8,1881.

N PEIERS FhclnLilllogmphcr. Washington. EC.

(NoModeL) 2 Sheets-Sheet 2. D. TRACY.

RAILWAY SWITCH.

Patented Nov. 8,1881.

I "I 1 713 L F Li L] N. PETERS. PhMvLithnqnph-r. Washing'nn. u c.

l iz'venlbr PATENT OFFICE.

' DWIGHT TRACY, OF RIDGEWOOD, NEW JERSEY.

RAILWAYl-SWITCH.

I SPECIFICATION forming part of Letters Patent No. 249,423, dated November 8,1881,

Application filed July 11, 1831. (No model.)

that class of switches which are commonly known as satetyswitches, and that class of frogs known as spring-frogs.

The invention consists in the combination of a switch-point forming one side of the turnout and adapted to be movedmechanically, and a novel construction of frog in the other side of the turn-out, comprising an outer frog-rail and a guard-rail, which are arranged on opposite sides of the frog-point, and are adapted to yield laterally, and which are positively connected, sothat a lateral movement of one will produce a corresponding movement of the other. The

advantage of this construction and combinaplied vto them for moving them inward, or they tion isthat the outerfrog-rail is drawn or moved inward against the outer side of the frog-point, and is held securely in such position by the .wheels while a train is passing on the main track, and'afterbein g moved outward bya train entering the siding or turn-out the said outer frog-rail and guard-rail will move inward automatically; or, if they fail to act automatically, they will certainly be drawn inward, so as to give a continuous bearing for wheelsrunnin g on the main track. The yieldingouter frograil and guard-rail may be jointed or otherwise made flexible and have separate springs apmay be so constructed and secured that they willthemselves form springs having a constant inward tendency.

-Where the frogabove described is used for l a crossingfrog ofcourse the mechanicallymoved switch-point would not be employed.

In the accompanying drawings, Figure 1 represents-a plan of a switch embodying my invention, and a pairof car-wheels which are'about to leave the sidingfor the main-track. Fig. 2 rep- -rese'nts alisimilar plan of the switch with the wheels in awdifi'erent position. Fig. 3 ;represents asimilar plan of the switch with a pair of.wheels shown in dotted outline as just pass? ing the switch-point on the main track. Fig.

4: represents a transverse section of the switch upon the dotted lines to, Fig. 1, looking in the direction of the arrows; and Fig. 5 represents a plan of the frog as applied to a crossing.

Similar letters of reference represent corresponding parts in all the figures. A designates one rail of the main track, which is continuous, and A designates the other rail thereof,which diverges from the rail A at the switch, so as to form one rail of the turn-out and the outer frog-rail.

B designates a rail, which is parallel with the rail A beyond the switch and forms therewith the main track. The rail B terminates in a frog-point, B, and constitutes the frog-point rail. Opposite the frog-point B is a guardrail, 0 and D designates the switch-rail,which is moved by means of a rod,a, and switchstand b to set the rail D so that the train will take the turn-out or keep to the main track. Theeontinuation of the rail D forms with the rail A the turnout. The railB, which terminates in a frog-point, B, is riveted to a plate,

13 which isspiked rigidly to the: ties E, but the rail A is spiked down in the ordinary manner at the points 0 c, and between said points is left free to move laterally upon chairs or plates d. The guard-rail O is likewise spiked down only at the points 0 c, and between said points is free to move laterally like the rail A,

the amount of lateral movement of both said rails is limited by stops 6, and. they are positively and permanently connected together between the points 0 c and c c by means of bolts or rivets f or by yokes, sleeves, or thimbles being placed upon the bolts between the rails for holdingthem atthe requireddistance apart. The said rail A, being secured at the points 0 0, acts like aibow-spring, and has a constant tendency inward,which holds it tightly against the frog-point B, and thus forms a continuous track over the rail A to the frog-point B, and thence over the rail B. The guard-rail C, being secured, only at the points cic', forms a spring which constantly tends inward, and because of itspositive connection with .the rail A holds the latter tightly against the frogpoint B.

In Fig. l I haverepreseuted anraxleand a pairot'swheels, F, upon the turn-out A D moving off the same in the direction indicated by the arrow. The rail A is in its normal position against the frog-point B. The flange of the wheel, which is upon the rail D, bears upon the inner side thereof, and as said rail is immovabletheflangeofthe other wheeliscrowded against the inner side of the rail A and acts upon the same with sufficient force to move 1 the rail outward and permit the passage of the wheel-flange between the rail A and the frog-point B, in which position the wheels are shown in Fig. 2. After the wheels have passed the frog-point B the resilience of the rail A and the guard-rail 0 causes the rail A to move inward to its normal position against the frogpoint B.

In Fig. 1 the switch-rail D is shown as set for the passage of a train onto the turn-out; but in Fig. 2 said rail is set for the passage of a train along the main track A A B. When the wheels F approach the end of the switchrail D the spring-rail A will be brought against the stops 0 e, and consequently will force the flange of the wheel upon the rail D against the inner side of said rail with sufficient force'to force it against the main rail A and open the switch, it the switch-stand is so constructed as to provide for such movement of the rail D. Such novel construction of the switch-stand forms the subjectof a separate application, and is not here shown or described. 1

Referring, now, to Fig. 3, which shows in dotted outline a pair of wheels, F, which are runtion with the rail A, draws the latter inward.

and holds it tightly against the frog-point B,

so that the wheels on that side will take the rail B and continue on the main track. If the switch-rail Dwere'shifted so as to direct the wheels upon the turn-out D A the flange of one wheel would bear against the inner side of the rail D and the continuation thereof and would cause the flange of the other wheel to bear against the inner side of the rail A with suflicient force to press or move it away from the frog-point B, so that the wheel would pass on the outside of the frog-point B and would continue upon the siding. In the latter case the guard-rail 0 would only serve to assist the return'or inward movement of the rail A after the wheel has passed.

In Fig. 4 I have represented the frog-point 'B" as deeper than the rail A, so that the latter may pass over the flange of the former and bear against the frog-point.

It is obvious that instead of being construct ed so as to form of itself a spring the rail A might be jointed in any suitable manner or otherwise made capable of yielding, and separate springs might be applied to it to automatically retain it to its normal position against the frog-point B.

Referring, now, to Fig. 5, which represents myimprovements as applied to a crossing-frog, B designates the frog-point, and A and G designate the two wings of the frog, which correspond with the outer frog-rail and guard-rail before described. The two wings A O areconnected by bolts or rivets f, or by yokes, as above described, and sleeves or thimbles are employed to hold them at the proper distance. The two rails A O are secured so as to form springs, and the tendency is to keep the rail A tight against the frog-point B, and thus afl'ord a continuous bearing for the wheel E from the frog point B onto the rail A. When a train approaches on the crossing the flanges of the wheels E, acting upon the rail A, draw the rail 0 tightly against the frog-point and afford a continuous bearing for the wheels onto arail, O, and when a train approaches on the main track the flanges of the wheels act in a similar manner upon the rail 0 and draw the rail A tightly against the frog-point.

I am aware that it is old in railway-switches where apointed switch-'railis employed, to make the said switch-rail and the adjacent main rail of such height relatively to each other that the flange of one may pass over the flange of the other to enable the pointed switch-rail to lie close against the main rail. ThisIdo notclaim as of my invention.

What I claim as my invention, and desire to secure by Letters Patent, is-

1. The combination, in a switch, of a movable switch-rail forming one rail of the turnout, a stationary frog-rail forming a portion of the opposite side of the main track, and a laterally-yielding outer frog-rail and a guard-rail placed upon opposite sides of said stationary frog-rail, and connected positively together, so as to move simultaneously, substantially as and for the purpose specified.

2. The combination, in a switch,-of a movable switch-rail forming one rail of the turn-out, an outer frograil constructed and secured so as to form alaterally-yieldin g spring, and forming the other rail of the turn-out, and a continuation of the main rail, a stationary frograil upon the inner side of said outer frog-rail, and a guard-rail connected with said outerfrograi, substantially as and for the purpose specifie 3. The combination, in a switch, of amovable switch-rail forming one rail of the turnout, a stationary frog-rail forming aportion of the opposite side of the main track, and an outer frog-rail and a guard-rail arranged on opposite sides of said stationary frog-rail, both constructed and secured so as to form later ally-yieldin g springs, and connected positively together, so as to move simultaneously, substantially as and for the purpose specified.

4. The combination, in a switch, of a later ally-yielding outer frog-rail forming one rail their ends, suitably spaced and secured to= 10 of the turn-out andone rail of the main line, gether at theirlmiddle parts, and adapted to and a continuation of i the main line adjacent be sprungeither way, so that one of said wingto said turn-out rail, which is deeper than said rails shall be immediately adj acent to said rail- 5 outer frog-rail, and over the flange of which point, substantially as specified.

said outer frog-rail may be moved, substan- DWIGHT'TRAOY. tially as specified. Witnesses: 5. The combination, with a fixed rail-point, CHANDLER HALL, of wing-rails rigidly secured to the sleepers at FREDK. HAYNES. 

